Valve and igniting gear for explosive or internal-combustion engines.



No. 741,165. v PATENTED OCT. 13, 1903. F. M. RITES.

VALVE AND IGNITING GEAR FOR EXPLOSIVE 0R INTERNAL COMBUSTION ENGINES. APPLICATION rum) MAB.1.1902.

N0 MODEL. 2 SHEETS-SHEET 1.

ATTORNEYS Tm; Noam PETERS co, wom-umu. WASHINGTON u No. 741,165. PATENTED OCT. 13,1903. F. M. RITES.

VALVE ANDIGNITING GEAR FOR EXPLOSIVE OR INTERNAL COMBUSTION ENGINES.

APPLICATION 1 mm MAR. 1.1902.

WlTNESSES: INVENTOR P- l w ATTORNEYS NE). mines.

UNTTED STATES Iatented October 13, 1903*:

ATENT @FFIQE.

FRANCIS M. RITES, OF ITHAOA, NEYV YORK.

SPECIFICATION forming part of Letters Patent No. 741,165, dated October 1 ,1 Application filed March 1,1902. Serial No. 96,201. (No model.)

To (l/ZZ whom it mag concern:

Beit known that I, FRANCIS M. RITES, a ci tizen of the United States, residing in Ithaca, county of Tompkins, and State of New York, have invented certain new and useful Improvemen ts in Valve and Igniting Gear for Explosive or Internal-Combustion Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to valve and igniting gear for explosive and internal-combustion engines; and it consists in novel regulating means operating in connection with a reciprocatingcut-off valve and adjustable byhand during the operationof the engine for regulating the proportions of the charge, in means for converting an'engine which normally receives an impulse only during every second or higher number of revolutions, into a single-acting engine adapted to be operated by steam or other fluid under pressure and arranged to receive an impulse every revolution, in improved means for igniting the charge of the engine, and in various. other features of combination, construction,

and arrangement of the parts, as hereinafter pointed out in the claims.

The objects of my invention are to obtain increased economy and greater efficiency of operation of explosive and internal-combustion engines, to permit easy adjustment ofv the proportions of the charge While the engine is running, to facilitate the starting of such engines, to improve the igniting mechanism of such engines, and in general to make the engine as simple, compact, reliable, and efficient as possible.

In the accompanying drawings certain forms of valvegear for explosive and internal-combustion engines embodying my invention are illustrated.

In the drawings, Figure l is a side elevation of the admission side of a gas-engine, the regulating and cut-off valve being shown in section. Fig. l is a detail View of the contact-cam. Fig. 2 shows a cross-section through the main admission and exhaust valve chambers. Fig. 3 shows, on a larger scale than Fig. l, a transverse section of the cut-off valve. Fig. 4 is a side elevation of the admission side of a gas-engine, the cutoff valve being shown in section, the valvegear of this engine being such that it is convertible into a twocycle engine adapted to be driven by steam or other fluid under pressure when starting. Fig. 5 shows a crosssection through the main admission and exhaust valve chambers of the engine of Fig. 4. Fig. 6 shows a detail longitudinal section,

on a larger scale than Fig. 4:, of the regulat-' ing-valve and the parts associated therewith. Fig. 7 is a detail side view and partial section illustrating the use of internal sparking points operated from the eccentric, the point of ignition being varied with variationin point of cut-01f. Fig. 8 shows a detail crosssection, illustrating the same contact-pieces. Fig. 9 shows an alternative form of regulating valve-sleeve.

In another application for Letters Patent, filed January let, 1902, Serial No. 89,645, I have illustrated a combined valve and igniting gear in which the point of cut-off of the charge of the engine is varied with variation in load on the engine, the point of ignition being likewise varied, so that ignition may take place at the most suitable instant. The igniting-gear herein illustrated and described embodies this invention.

Referring now to the drawings and at first to Figs. 1, 2; and 3 thereof, said figures show an engine-cylinder 1, fly-wheel 2, and a shaftgovernor 3 such as is covered by my Patent No. 646,314, dated March 27, 1900. The governor is provided with a spring 5 and with a valve-actuating device,which in this instance is an eccentric 6, so mounted on the main governor-weight that as the latter swings about its point of connection to the fly-wheel the throw and angular advance of the eccentric is varied, as is the lead of the valve and igniting devices driven from said eccentric. The cylinder is provided with valve-chambers 7 and 8 for main admission and cut-off valves, respectively, the main admissionvalve 9 being in this instance a puppet-valve and the cut-off valve being a slide-valve of the piston type, connected by a valve-rod10 to an eccentricrod 11, both guided by a rocker-arm 12. The cutoff valve in this instance controls the proportions of the mix- 'inder.

ture as well. The front of the valve-chamber 8 is open for the admission of air. The cut-off valve comprises a guide-piston 13, working in said valve-chamber and having orifices through which air may pass to its rear side, and a tubular rear extension 14, closed at both ends, but having side ports 15 and 16. An adjusting-sleeve 17, rotatably mounted in the end of the valve-chamber and likewise mounted upon the said extension 14 of the valve, is provided with a chamber 18,

into which gas from a gas-supply pipe 19 may enter, and with passages 20, leading from said chamber to a position such that the ports 15 of the valve may register therewith at the time of admission. These passages 20 are, in effect, ports.

They register more or less com-. pletely with the ports 15 at the time of ad mission, according as the throw of the valve;

as determined by the governor is great or:

small and also according to the angular po- Therefore by ro-; tating this sleeve, which may be done while' the engine is running, the degree of portsition of the said sleeve.

opening,and therefore the amount of gas passing to the cylinder, may be varied at will independently of the action of the governor.-

Thereby the proportion of gas to air is varied. It will be noted that the valve 13 not only controls the passage of the charge from the valve or mixing chamber to the cylinder, but also controls the passage of gas into the mixing-chamber, the gas admission being cut off when the admission-ports leading from the valve-chamber to the engine-cylinder are closed.

In the drawings the exhaust-valve 22 is shown as located on the side of the cylinder Supposing the intake-stroke to be about to begin, the eccentric will open the cut-off valve at or just before the beginning of the stroke,

and as the stroke begins the main admission-1 valve 9 opens by suction produced because of the advance of the engine-piston(not shown and a charge of air and gas is drawn into the? cy1inder,the air entering at the front of valve-.

chamber 8, the gas entering adjusting-sleeve} 17 and passing through the ports 20 thereof; and the corresponding ports 15 of the cut off; valve into the interior thereof and thence through the ports 16 of said valve into valvechamber8, where the gas mixes with the en-: tering air and then passes through ports 26 in the side of the valve-chamber 8 into the valve-chamber 7 and so into the engine-cyl-.

At a period in the stroke determined the pawl during the compression-stroke.

by the position of the eccentric the'cut-oif valve closes, cutoff taking place both at ports 26 and at ports 15, and the main admission-valve 9 closes, either by gravity or by the action of its spring, if it be provided with a spring,asshown. The nextsucceedingstroke is the compression-stroke, at or near the termination of which ignition occurs. The following stroke is the working or expansion stroke, and while during this working stroke the cut-off valve opens again the main admission-valve remains closed, because of the pressure upon it, and therefore no new charge is drawn into the cylinder during this stroke,the opening of the cut-off valve being ineffective. At or near the end of the working stroke the exhaust-valve is opened by its-cam and is held open during the greater portion of the exhauststroke. The cycle of operations is then repeated. While in this form of valve-gear the main admission-valve 9 is opened by suction, yet, in effect, this valve is operated by the mechanism which operates the exhaust-valve, since it is the opening of the exhaust-valve in one stroke and the consequent release of pressure in the cylinder which causes the advance of the piston in the next succeeding stroke to produce suction in the cylinder and so to open the valve 9. It is the exhaust-valveoperating mechanism, therefore, which determines the sequence of operations in the engine, the adjustment of the eccentric by the governor or otherwise and the adjustment of the regulating-sleeve 17 determining the power of the engine.

In the specification of my said application Serial No. 89,645 I have shown that a considerable economy may be gained by advancing the time of ignition as the cut-off becomes earlier. In Fig. 1 I have shown one mechanism by which this may be accomplished. The rocker-arm 12, which derives its movement both as to time and as to-amplitude from the eccentric, carries a contact-pawl 27, adapted to make contact with a cam 28 on the valvegear shaft 25. Said pawl makes contact with a rise 29 of the cam, which rise comes under A stop-pin 3O prevents contact of the pawl with the hub of the cam at the close of the exhauststroke, which contact, did it occur, would occasion a waste of current. It is for this reason that the pawl is caused to make contact with a cam on the valve-gear shaft instead of with some stationary portion of the engineframe.

The governor is arranged to so move the eccentric that the lead of the valve 13, and

consequently the point of separation of the igniter contact-points, is advanced as the cutoff grows earlier. To this end the pivot 4 of the governor is so'located that when the main crank is on its inboard dead-center the said pivotis forward of the crank-shaftand slightly to one side of the axis of mid-position of the eccentric-rod. Giving lead to the valve 13 does not cause premature admission of a ICC charge to the cylinder, because the main admission-valve 9 does not open until the beginning of the admission-stroke.

It will of course be understood that pawl 27 and cam 28 form contact-pieces of an ignitcr-circuit, the sparking points of which are not shown in the drawings, but which may be of well-known construction. Either the pawl 27 or the cam 28 should be insulated from the engine-frame.

In Figs. 4, 5,and 6 I illustrate another valvegear, in general similar to that already described, but more especially adapted for engines which because of their size or other reasons require special provision for starting. The main admission-valve 9 and the exhaust-valve 22 are arranged as in Fig. 1. The

cut-off valve (here numbered 31) is a piston valve, as before, but of a different type, and is mounted within a longitudinally-movable sleeve 32, movable axially in the cut-offvalve chamber 33. A starting-lever 34 is provided for so moving said sleeve, and for adjusting the same to regulate the supply of gas a worm 35 may be provided, with which worm teeth on the face of the sleeve engage when the latter is in its outboard position. The connection of the starting-lever to the valve-sleeve 32 is such as to permit rotary movement of said sleeve. The valve-chamber is provided with a gas-inlet port 36, with which a port 37 of the valve-sleeve 32 regis ters when said sleeve is in the outboard position. The registry is complete or partial, according to the angular position of the sleeve, and by rotating the latter the supply of gas may be regulated. Port 36 is opened and closed by valve 31 in its operation. The valve-chamber is provided with an air-supply port 38 and with another port 39, to which may be connected a pipe leading to a steam-boiler or to a reservoir of compressed air or other gas, or, in fact, any source of supply of fluid under pressure. The valvesleeve 32 is provided with ports 40, adapted to register with port 38 in the inboard position and to register with port 39 in the outboard position. Said sleeve is also provided with two series of ports 41 and 42, of which 41 afford communication with the chamber of the main admission-valve 9, and so with the engine -cylinder during normal operation, ports 42 serving the same purpose when the valve-sleeve is set for starting. Ports 42'are blanketed by the walls of the valvecasing during normal operation, and ports 41 are similarly blanketed by the valve 31 when the sleeve 32 is set for starting.

When the engine is operating normally as a gas-engine, sleeve 32 being set accordingly, during the suction -stroke air is drawn in through port 38 and passes through ports 40 and 41 into the chamber of the main admission-valve and thence into the engine-cylinder, gas also passing into the valve-bushing through ports 36 and 37, mingling with the air and passing into the engine-cylinder. In

the succeeding strokes of the cycle the operation is the same as that of the engine illustrated in Figs. 1, 2, and 3, already described. For starting the engine, however, the sleeve 32 may be moved to the inboard position. (Shown in Fig. 4.) Ports 38 and 36 are then blanketed, ports 40 and 39 are in registry, and port 41 is in such position that it will be opened to exhaust during the forward movement of the valve 31. Valve 9 may be blocked open or held open in any other suitable manner to permit exhaust past it when the valve 31 is in position for exhaust. When the sleeve 32 is in the inboard position, the engine is adjusted fortwo-cycle operation, and if steam or compressed air be admitted through port 39 it will operate like a singleacting steam-engine, admitting, cutting off, expandin and exhaustin in ever revolution.

Since the main exhaust-valve of the engine 22 opens only during alternate revolutions of the engine, the principal exhaust opening during two-cycle operations is through port 41 and out at the rear of the valve-chamber 33. It will be noted that in this way the engine may be started very easily, using for the purpose steam-pressure, if available,or, if not, stored air-pressure or the like. After the engine has attained sufficient speed lever 34 may be shifted, the block holding valve 9 open removed, and the momentum of the flywheel will carry the engine through the ensuing compression period, after which it will operate as a four-cycle explosive-engine. The

worm 35 is in mesh with the Worm-teeth of sleeve 32 only when the said sleeve is in the outboard or normal running position, this being the position of said sleeve in which the port 37 is opposite the gas-supply port 36.

In Figs. 4 and 5 I have shown a second cam 43 on the gear-shaft 25 and a second follower 44 for operating the main admission-valve 9. Such second cam and follower are not necessary, since suction will nevertheless lift the admission-valve, as in the form of engine shown in Figs. 1, 2, and '3; but in large engines it is considered better practice to provide means for opening the main admissionvalve positively. In this form of engine since the valve 31 opens its ports 0p the back stroke instead of on the forward stroke, as in Fig. 1, the governor is pivoted to the flywheel on the side of the crank-shaft opposite that on which the governor is hung in Fig. 1.

In Figs. 7 and 8 I show igniting mechanism which may be combined with the valvegear for operating a reciprocating admissionvalve, such as the valve 13 of Fig. 1 or the valve 31 of Fig. 4, which will cause the point of ignition to vary with variation in point of cut-off. The contact-points may also be located within the engine-cylinder or, what is the same thing, within a space immediately communicating with said cylinder. In these figures, 45 and 46 designate the two contactpieces of which 45 is mounted upon a rockshaft 47, connected by means of an arm 48 ICC and link, 49 to an extension 50 of eccentricrod 11, contact-piece 46 being mounted upon a rock-shaft 51, spring-actuated and the center of which is eccentric to that of shaft 47, so that when the contact-pieces are moving in contact with each other they have a sliding relative movement by which the contactsurfaces are kept clean. Contact 46 being yieldingly mounted, as above described, adapts itself to varying amplitude of vibration of contact-piece 45, due to variation in throw of the eccentric. It is obvious that the contact-pieces break contact at a later period in the stroke when the cut off is late than when it is early, because of the greater lead given to the valve and igniting mechanism when the cut off is early than when it is late and also because the igniter-rod 49 is connected to the extension 50 of eccentric-rod- 11 at a point which has a compound reciprocating and oscillatory motion derived from the eccentric-rod, which in itself causes contact to be broken earlier, when the throw of t the eccentric is relatively great, than when said throw is relatively small. When this contact mechanism is employed, it is nevertheless preferable to employ the contact-cam 28 on the gear-shaft 25 and the contact-pawl 27 on the rocker-arm 12 and to place these contact-pieces 27 and 28 in series with contact-pieces 45 and 46. By so doing completion of the igniter-circuit at or near the end of the exhaust-stroke is prevented, and thereby waste of current is avoided. The cam 28 should be so arranged that pawl 27 does not break contact with it until after contact is broken between contact-pieces 45 and 46. It is obvious that the adjustable valve-sleeve 32 may be caused to regulate the amount of air ad mitted instead of regulating the amount of gas admitted. This is illustrated in Fig. 9, in which ports 52 and 53, corresponding, respectively, to ports 38 and 40 are of such relative size thatrotation of valve-sleeve 32 decreases the port-opening available for the admission of air. v

It is obvious that myinvention is susceptible of many variations and modifications, and I do not limit myself to the particular features of construction, arrangement, and operation herein illustrated and described.

In stating, as above, that the main admission and cut-off valves are in series I mean that both control the same passage for the admission of the charge to the engine-cylinder and that the closing of either of them closes this passage, so as to prevent gases from passing either into or out of said cylinder through such passage. 7

By the term double stroke used in certain of the following claims I mean a complete forward-and-back movement of the piston and piston-rod as distinguished from a movement of said partsin one direction only.

What I claim is-- 1. In an explosive or internal-combustion engine, the combination with an engine-cylinder, areciprocating admission-valve therefor, and means for reciprocating the same, of a regulating-Valve operating in conjunction with said admission-valve, rotatably mounted, and rotatable during the operation of the engine, and arranged by its rotation to vary the proportions of the entering charge.

2. In an explosive or internal-combustion engine, the combination with an engine-cylinder, a reciprocating ad mission-valve therefor, and variable cut-off mechanism for reciprocating said valve arranged to vary the point of cut-off thereof, of a regulating-valve operating in conjunction with said admissionvalve, rotatably mounted, and rotatable during the operation of the engine, and arranged by its rotation to Vary the proportions of the entering charge.

3. In an explosive or internalcombustion engine, the combination with an engine-cylinder, a cylindrical reciprocating admissionvalve therefor and mechanism for reciprocating the same, of aregulating-valve surrounding the said admission-valve, rotatable duringthe operation of the engine, and having ports the port-opening of which is varied by the rotation of such valve, said valve arranged by its rotation to regulate the proportions of the entering charge.

4. In an explosive or internal-combustion engine, the combination with an engine-cylinder, a cylindrical reciprocating admissionvalve therefor and variable cut-off mechanism for reciprocating the same, arranged to vary the point of cut-0E thereof, of a regulating-valve surrounding the said admissionvalve, rotatable during the operation of the engine, and having ports the port-opening of which is varied by the rotation of such Valve, said valve arranged by its rotation to regulate the proportions of the entering charge.

5. In an explosive or internal-combustion engine, the combination with an engine-cylinder, a reciprocating admission-valve therefor and variable cut-off mechanism for reciprocating said valve, comprising a shifting eccentric and an automatic speed-governor for adjusting the same, of regulating means independent of the mechanism which reciprocates said valve, arranged to vary the proportions of the entering charge.

6. In a valve-gear for explosive and internal-combustion engiues,the combination with an engine-cylinder, and a mixing-chamber, of a reciprocating cut-0E valve controlling both the passage of the charge from said chamber and the passage of one of the ingredients of the charge into said chamber,and valve mechanism for operating the same arranged to open said valve at the beginning of the suction-stroke in said cylinder and to close the same at a Variable point before the end of such suction-stroke.

7. In a valve-gear for explosive and internal-combustion engines,the combination with an engine-cylinder, an inlet-valve, a chamber therefor, mechanism acting upon said cylinder at the beginning of each Working stroke by reason of such action of the mechanism on the valve, of a starting device comprising means for admitting fluid under pres sure to said inlet-valve chamber and for permitting exhaust from the cylinder in alternate strokes.

S. In a valve-gear for explosive and internal-combustion engines,the combination with an engine-cylinder, an inlet-valve, a chamber therefor, mechanism acting upon said valve and tending to open the same at the beginning of each double stroke of the engine and means preventing escape of gasfrom the cylinder at the beginningof each working stroke by reason of such action of the mechanism on the valve, of a starting-valve having a port through which fluid under pressure may be admitted to said valve-chamber, and an exhaust-port through which exhaust may take place from said cylinder in alternate strokes.

9. In a valve-gear for explosive and internal-combustion engines,the combination with an engine-cylinder,and admission-valve mechanism, ofa starting-valve comprising, a sleeve movably mounted and provided with means for supplying to said cylinder, in the starting position of the sleeve, fluid under pressure, said sleeve having also separate ports for normal and for starting operation, one adapted to be opened and closed by said inlet-valve in the normal position of said sleeve, the other in the starting position thereof.

10. In a valve-gear for explosive and internal-combustion engines,the combination with an engine-cylinder, of an admission-valve mechanism comprising air and fuel inlets, means for supplying fluid under pressure, a distributing device determining the time of inlet of the charge or the time of inlet and exhaust of the fluid under pressure, and a combined regulating and starting valve, adapted in one position to be operated to regulate the proportions of the charge, and in another position to permit the supply of fluid under pressure.

11. In a valve-gear for explosive and internal-combustion engines,the combination with an engine-cylinder, of an admission-valve mechanism, comprising air and fuel inlets, means for supplying fluid under pressure, an admission-valve determining the time of inlet of the charge or the time of inlet and exhaust of the fluid under pressure, and a combined regulating and starting valve, adjustable alternatively for regulating the proportions of the charge or for admitting fluid under pressure.

12. In a valve-gear for explosive and internal-combustion engines,the combination with an engine-cylinder, of an admission-valve mechanism, comprising air and fuel inlets, means for supplying fluid under pressure, an

admission-valve determining the time of inlet of the charge or the time of inlet and exhaust of the fluid under pressure, and a combined regulating and starting valve, adjustable in one direction for regulating the proportions of the charge and likewise adjustable in another direction for admitting fluid under pressure.-

13. In a valve-gear for explosive and internal-combustion engines,the combination with an engine-cylinder, of an admission-valve mechanism, comprising'air and fuel inlets, means for supplying fluid under pressure, an admission-valve determining the time of inlet of the charge or the time of inlet and exhaust of the fluid under pressure, and a com bined regulating and starting valve, inclosing said admission-valve, adjustable about its axis for regulating the proportions of the charge, and adjustable axially for cutting off admission of air and fuel and for admitting fluid under pressure. 7

14. In an explosive or internal-combustion engine, the combination with an igniting mechanism comprising circuit-varying devices and a vibrating eccentric-rod arranged to operate the same, of a rotary carrier, and a swinging eccentric to which said eccentricrod is connected, pivoted to the carrier at a point which is out of line with the eccentricrod when the latter is on center, the path of adjustment of said eccentric being to oneside of the center of rotation of said carrier.

15. In an explosive or internalcombustion engine, the combination with an igniting mechanism comprising circuit-varying devices and a vibrating eccentric-rod arranged to operate the same, of a rotary carrier, a swinging eccentric to which said eccentric-rod is connected, pivoted to the carrier at a point which is out of line with the eccentric-rod when the latter is on center, the path of adjustment of said eccentric being to one side of the center of rotation of said carrier, and a valve likewise operated by said eccentric, the point of closure of said valve varying in accordance with variation in adjustment of the eccentric.

16. In a valve and igniting gear for explosive and, internal-combustion engines, the combination with an engine-cylinder, a valve therefor, and igniting mechanism, and a vibrating eccentricrod arranged to operate both said valve and said igniting mechanism, of a rotary carrier, and a swinging eccentric to which said eccentric-rod is connected, pivoted to the carrier at a point which is out of line with the eccentric-rod when the latter is on center, the path of adjustment of said eccentric being to one side of the center of rotation of said carrier.

17. In valve and igniting gear for explosive and internalcombustion engines, the combination with valve-gear comprising two valve-operating devices, one driven at the speed of the engine and the other at a less speed, of igniting means comprising coacting oontact pieces, one operated by one of said centric of variable throw, of an eccentric-rod connected to said eccentric at one end, means for guiding the other end of said eccentricrod, a rod connected to a lateral extension of said eccentric-rod, at a point having an oscillatory motion, and igniting mechanism operated thereby.

20. In valve and igniting gear for explosive wines and internal-combustion engines, the combination with variable cut-off valve-gear comprising two valve operating devices, one driven at the speed of the engine and the other at a less speed, of variable igniting mechanism comprising internal contact-pieces deriving their motion from the higher speeded valve-actuating device, and other contactpiece's in series with said first-named contactpieces, one operated by one of said valve-operating devices, the other by the other valveoperating device.

In testimony whereof I affix my signature in the presence of two witnesses.

FRANCIS M. RITES.

Witnesses:

HARRY M. MARBLE, ARTHUR H. Frames. 

